Combined pneumatic and electro-pneumatic brake control apparatus



July 28, 1959 G. l.. coTTER COMBINED PNEUMATIC AND ELECTRO-PNEUMATICBRAKE CONTROL APPARATUS Filed Nov. 28, 1955 IN VEN TOR. George L. C0 #erBY 0m) Q A T Tom/EY United States Patent COMBINED PNEUMATIC lANI)ELECTRO-PNEU- MATIC BRAKE CONTROL APPARATUS George L. Cotter,Pittsburgh, Pa., assign'or to Westinghouse Air Brake Company,Wilmerding, Pa., a corporation of Pennsylvania Application November 28,195'5, Serial N'o. 549,372

"12 Claims. (Cl. 303-16) This invention relates to fluid pressure brakeequipment on railway vehicles and more particularly to iluid pressurebrake equipment in which there is combined with pneumatic brake controlmeans electro-pneumatic control means for elfecting application of thebrakes simultaneously on all cars of va train and for eifecting releaseof the brakes simultaneously on all cars of a train.

The principal object of the invention is to provide a passenger carbrake equipment including a graduated application and release type brakecontrolling valve similar to that disclosed in pending applicationSerial No. 486,771 and now Patent No. 2,802,701, of Glenn T. Mc- Clureand assigned to the same assignee, characterized byelectrically-controlled means for -eifecting application and release ofthe brakes.

Another object of the invention is to provide a combined pneumatic andelectro-pneumatic brake control system, for a train of passenger cars,wherein the abovementioned type brake controlling valve eifectsapplication and release of the brakes on the cars by variations ofpressure in a single train pipe, such as the usual brake pipe, and inwhich local corresponding variations in the pressure in the brake pipeare effected simultaneously on the different cars by electrical control.

Another object is to provide, in a brake system of the type indicated inthe foregoing objects, electrically-controlled means for increasing thepressure in the brake pipe locally on the diiferent cars of a train toaccelerate the release of the brakes.

These objects and other objects and advantages will become apparent fromthe following detailed description of the invention and from theaccompanying drawings wherein: Fig. l is a diagrammatic view, partly inoutline and partly in enlarged section, of an electro-pneumatic brakecontrol system embodying the invention and shown in its normal runningposition; Fig. 2 is a plan IView of the top of the brake valve showingthe various positions of the brake valve handle and the respectiveelectric contactors.

Description As shown in Fig. l, the brake control system utilizes abrake valve and switch device 1 having a brake valve handle 2, anequalizing valve portion 3, terminals 4, 5 and 6 and the usualcomponents (not shown) of a common self-lapping brake valve device. Theself-lapping components (not shown) of the brake valve and switch device1 operate to supply fluid under pressure from the main reservoir 7 tothe equalizing piston chamber (not shown) of the equalizing portion 3 tooperate the equalizing valve (not shown) to supply iluid under pressureto the train brake equipment an amount according to the degree ofmovement of the brake valve handle 2 in the application zone, as will bemore fully explained hereinafter. The system also includes an equalizingreservoir 8; a master controller 9 of the diaphragm-operatedpressure-responsive type having one switch 10; a magnet valve 4` device11` includingan application magnet valve 12, a

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release magnet valve 13, a cut-oil valve 14 and a brake controllingvalve 15 with connected auxiliary reservoir 16, control reservoir 17,land a brake cylinder 18.

The brake valve and switch device 1 operates, as indicated above, toregulate the supply of fluid under pressure from the main reservoir 7 tothe brake pipe 19, the equalizing pipe 20 and the equalizing reservoir 8in accordance with the positioning of the brake valve handle 2. Thebrake valve handle 2 may be positioned in any of three diiferent zonesof the brake valve: the full release position where an acceleratedelectro-pneumatic full release may be obtained; running position Where anormal pneumatic full brake release may be obtained and also the normalrunning position when brakes have been released; the applicationposition where a graduated electro-pneumatic brake application may beobtained if the brake valve handle 2 is moved in a counterclockwisedirection in the application quadrant as viewed in Fig. 2, yor a whollypneumatic graduated release may be obtained if the brake valve handle ismoved inl a clockwise direction in the application quadrant `as viewedin Fig. 2. A more detailed explanation of the positioning and theresults of said positioning of the brake valve handle 2 will be foundhereinafter. Associated with the brake fvalve handle '2 is a switchsegment -21 which is connected internally to the supply terminal 6 andexternally 'to the brake valve handle which is ins-ulated electrical-lyfrom the usual brake valve shaft 22. An insulated hand grip 2a is alsoprovided on the handle 2 to protect the operator. Other switch segments23 and 24 are similarly connected internally to the respectiveapplication and release terminals 4 and 5 and constructed such that whenthe brake valve handle 2 is in release position a circuit is completedbetween the switch segments 21 and 23 by way of the handle 2 or when thehandle is in the application position, 4a circuit is completed betweenswitch segments 21 and 24 by way of the handle 2.

The master controller 9 embodies two chambers 25 and 26 separated bydiaphragms 27 and 28 with a rod 29 interposed and connectedtherebetween. A rod follower 30 is attached to the rod 29, and anytransverse movement of the rod 29' is transferred by means of the rodfollower to the application switch 10= by way of a pivotally mountedlever arm 31. It can be seen from Fig. l in which the master controllerdevice is shown in open position that suliicient movement of the rod 29to the left will instigate closing of the application contact 10.Chamber 25 is connected to the equalizing reservoir 8 and equalizingpipe l20, such that the fluid of pressure in chamber 25 is the same asthat in the equalizing reservoir 8, equalizing pipe 20 and in theequalizing piston chamber of the equalizing portion 3 of the brake valveand switch device 1. A spring 32 and a dash pot piston 33 with a choke34 encased in chamber 25 serves to stabilize movement of the diaphragm27, and snap ring 35 limits movement of the diaphragm 27 and connectedrod 29 in a right-hand direction as viewed in Fig. 1. The spring 32 isprovided to bias diaphragm 27 and connected rod 29 to the right againstthe snap ring 35 in a neutral position such that the application switch10 is maintained open when the pressures in the two chambers 25 and 26are equal. Chamber 26 is connected to the brake pipe 19 such thatpressure of iluid therein is equal to brake pipe pressure. A choke 37 isutilized to prevent surges of brake pipe pressure from causing anyundesired application as will be more fully understood hereinafter. Aspring seated check valve 38 is provided in chamber 26 such that duringa brake application when brake pipe is being vented, the chamber 26 maybe vented with unrestricted ow such that the application switch 10will-not be maintained closed any ylonger sonori 3 than desired as bemorey fully understood in they description of operation of the. mastercontroller 9.

The brake controlling valve 15 is of the self-lapping graduated.application andr release type similar to that presently proposed tor useon European. railroads, said controlling valve'. being adapted to.control the brakes on a vehicle according torthedegreeof reduction andrestoration of' pressure of iluid' in the brake pipe relative to adatum'pressure in a. control reservoir. Since details of control valve.are not'Y essential, to the understanding of the present. invention, nofurther description of the control valve; deemed necessaryhere.

The apparatus shown in Fig. l is locomotive equipment, individual carequipments on each car ('not shown.) r-:omprisev essentially,v the samedevices shown in Fig. l with the omission.- of: a brake valve and switchdevice, a mastery controller and` an equalizing, reservoir and mainreservoir. Y Thus the car equipment comprises only. the magnet valvedevice 11 andi the brake controlling valve device 15 with the'associated reservoirs 1.6 andy 17 and brake cylinder i8, each carequipment being interconnectedi by a brakepipe-19, andi the' controlwires throughout the; train. Flhecontrol wires` in this instancecomprise; auf-application. wire 49,A a1 battery retum wire 40 andarelease wire; 41, the battery return wire being connected' ont thelocomotive to.v a battery 42 which in turn. is connectedto-the brakevalve and switch device l way ot battery supplyv wire- 43. l- YOperation Inoperation, wlbenl they brake valve handle 2` is in running.position,` the lbrake. valve and switch device 1 operates in the usualmanner to. supply fluid under pressure from the main reservoirv 7through the. operating portions. (not shown) of. the brake valve andswitch devicel, tothe brake. pipe 19-the equalizing. pipe 20, and theequalizing, reservoir-Sto charge said-pipes and reservoir to4 apredetermined normal. pressure. With the equalizing pipe, '20 andequalizing reservoir 8 charged, it can` b e seen that, chamber 2'5.- ofthe master controller 9 will likewise be charged to an equal pressure.With the, brake pipe, 19; charged it can be seen that chamber .216 ofthel master Controller device 9 will likewise be 1 charged with uidunder pressure from the branch When abrake application i`s desired', thebrake valve handl'eZ is moved. from, the running (that is, valve re.-lease) position tothe application position; in which posi- 'tion thebrake valve 1' functions in the usual' manner `to vent the equal'izingpiston chamber ("not shown) in the equalizing vportion 3' of the brakevalve and switch device lland the equalizing reservoir 8, to cause theequalizingl valveV portion to effect a corresponding reduction in brakepipe fluid" pressure as is hereinafter explained. A reduction off* brakepipe pressure relative to the bottled-up pressure in' the controlvreservoir 17` elects. operation of the brake controlling valve 15 toeffect a brake application in the usualA manner by establishing acommunication throughV which 'uid under' pressure is supplied from theauxiliary-reservoir 16' to the: brake cylinder 18. Also withtthebrakevalvehandle 2in application position the application terminal-4i isconnectedto supply' terminal 6 by wayof the switch segment 24, @handle 2and switch segment.y 21 of the brake valve and switch device asheretofore explained: The reductionot fluid und-er pressure theequali'zing pistonchamber of the equalizing portion off the brake' valveand: switch device 1 in a normal manner and the. reductionv of fluidunder pressurein the equalizing reservoir 8 and connected equalizingpipe 20 causes a reduction in iluid in chamber 25 of the mastercontroller 9 to effect operation of the master controller 9 such thatthe rod 29 is moved to the left by the higher uid pressure4 in thechamber 26. The rod follower 3,0. yattached to the rod 29 is likewisemoved to the letty to cause. the pivotally-mounted applicatiorrrswitch10 to close and' thereby complete a circuit for energizing theapplication magnet', 12: on, theJ locomotive and Athe application.magnets. lf2 oi? the magnetA valve. devices; 11 of each car throughoutthe 'Ilhis circuit may/ be traced from. the. supply terminal 6(connected to the battery 42 by way of wire 43), thence Vby way oftheinternal portions of the brake valve; and switdh device previouslydescribed, to the terminal 4, wire 47, application switch 10 in itsclosed position, wire 48 to the application, train wire` extendingthroughoutthe train, branch` wire 49' on. eachI car of thetrain tot.,the-individual application magnet valves 1'2 on-eachmagnetnvalve device1v1V and, branch, return wire- 50.r on eachI car oft the train toYV thecommon battery return wire 40 extending throughout the train.. With theapplic-:ation` magnet valves, on `each, car enengzized,y thebrake. pipefluid pressure isv reduced simultaneously on each; car by way ofbranclrpipe 45,' pipe 51, passage-v 52. in. the magnet. valve device-11', chamber 46.A of the` application magnet valve 1-2.,` past theapplication valve 53 unseated in` itsenergized condition, chamber 5,4`and a passage 55- to the atmosplier-.e to vent brake, pipe pressureuntil the brake pipe pressurein chamber 26y of the master, controllerdevicer 9 is reduced substantially to tha-t in chamber 25,( at Whichtime thespring 32 in ther chamber 25,. will cause. the rod 29y to moveto the, right to itsnormal,position-againstthe snapV` ring 35- and openVthe application switch 1th to. interliu-pt the previously-tracedenergizing circuit for the appli..- cation magnet valves 12, and thuseffect Ithe deenergiza.- tion. thereof.` Magnetl valves. 12- thus.vbeing; returned to closed position,4 stops further venting of the brakepipe. Brake controlling valve device 15 thus operates to. cause thebrakes to remain, applied to the attained degreecorresponding-` to brakepipe pressure reduction;

It should bel noted that the application of the. brakes with thisequipment is a combined-pneumaticand electro.- pneumatic application,both voperating simultaneously,` the electro-pneumatic control beingthe, predominant control ofA the. brakingmeans with the pneumatic(normal operation. of,V the controlling; valve 15 by the venting2offbrake pipe. through, the brake valve handle4 switch device 1.) merelya standby control ofl the braking meanswhich acts. concurrently.

Tol release the brakes, the brake valve handle, Znow Vin the applicationzone is moved. clockwise-in the applicationA zone, back. towardf its.running position:- such-[that a` graduated release of the brakeapplication is effected as follows: The self-lapping valve portion ofthe, brake valve and switch device -1-, operates with the clockwisemovement of the brake valve handle 2 to elect operation of theequali'zing valve (not shown() of' the equal'izing portionl 3'l toVcharge the bra-ke pi'pe with fluid under pressure in they usual mannerin accordance with the degree of movement ot thel brake valve handle 2back toward its running position. Simultaneously with the charging ofthebrake pipe, the equalizi'ngy pipe and equalzing reservoir are chargedfto the same degree asy is'thebrake pipe. However, the charging of thechamber' 2'5 of" the master controller device 9- is at aVv faster ratethan the charging of the chamber 26 due tothe volume of' the brake pipecombined with chamber 26 being larger and also dueto the Ichoke 37' inthe communication to-ehamber 26l restricting the charging of chamber 26'such: that the rodl 29l and! rodi follower 30 are moved to theV rig-htto elect` opening-A of the applicationswitchi to deenergize theapplication magnets asA explained: andstop venting ofthe brake pipe-Itthelbrake'controlis already lvented to atmosphere.

in lap position, the chamber 25l will merely be charged without etectingany further movement of the rod 29 in the right-hand direction, due tothe snap ring 35 limiting the movement of the rod. The charging of thebrake pipe and equalizing pipe and equalizing reservoir continues untilthey are charged to the pressure desired as is indicated by the amountof movement of the brake valve handle 2. It can thus be seen that agraduated pneumatic release of the brake application may be obtained inthis manner by stepping the brake valve handle clockwise in theapplication zone. If, however, the brake valve handle is moved to therunning position, a full pneumatic release is obtained Withoutgraduation.

If an accelerated brake release is desired, the brake valve handle Z ismoved clockwise to the full release position, as shown in Fig. 2, inwhich position the switch segment 23 is connected via the brake valvehandle 2 to the switch segment 21 which in turn isconnected in ternallyto the supply terminal 6, the switch segment 23 being connectedinternally to the release terminal 5. As so connected, a circuit iscompleted from the battery 42 via supply wire 43 to the supply terminal6 through the brake valve switch device 1 4as just explained to therelease terminal and thence by way of the releasewire 41 throughout thetrain, branch wire 56 on each car of the train to the individual releasemagnet valves 13 on each magnet valve device 11 and branch return wire50 on each car to the common battery return wire 40 extending throughoutthe train. With this circuit completed the release magnet valve devices'13 on the locomotive and on each car of the train will be energized toopen the corresponding release valve 57 to connect the controlreservoirs 17 on the locomotive and on each car to the brake pipe 19 toeffect a quick recharge Aof the brake pipe and equalize the pressuresacting on the service piston (not shown) of the controlling valve 15such that a quick release is effected. In the service portion ,(notshown) of the controlling valve the control reservoir pressure isreduced by venting to the brake pipe to increase the brake pipe pressurewhichrwas lowered during brake application and the brake cylinderpressure is Thus a complete and direct release of the brakes is effectedthroughout the train in a minimum of time. The control reservoir 17 isvented to the brake pipe 19 by way of a pipe l58 to the magnet valvedevice 11, passage 59, past a check valve 60, passage 61 to a chamber 62of the cutoff valve 14,;past the valve 63 normally unseated as long asthe pressure in chamber 62 and consequently in control reservoir 17 isabove a predetermined safe pressure (explained more fully hereinafter),|chamber 64, passage 65, chamber 66 ofthe release magnet valve 13, pastthe unseated release magnet valve 13, past the unseated release valve 57to chamber 67, passage 68, choke 69, passage '52, vpipe 51 and branchpipe 45 to the brake pipe 19. It should be noted that the controlreservoir may be vented to atmosphere instead of brake pipe, however, itis believed to be more advantageous to vent to brake pipe as is shownand described herein.

It can thus be seen that a full accelerated electropneumatic brakerelease is obtained whenthe .brake valve lhandle 2 is in its fullrelease position. However, it should be noted that simultaneous with theaccelerated electropneumatic release a normal pneumatic release maybeobtained by use of the self-lapping portion of the brake.

valve and switch device 1 and normal operation of the controlling 'valve15. However, this accompanying normal pneumatically eifected brakerelease is of little consequence due to more rapidly effectedelectro-pneumatic brake release, and therefore serves only in a standbycapacity.

The cut-olf valve 174 is constructed such that chamber 62 thereof isconnected to the control reservoir and therefore the pressure of fluidin chamber I62 is equal to conrtrol reservoir pressure. This pressure inchamber 62 opposes the predetermined spring pressure of a biasing springseparated from chamber 62 by a diaphragm 71. The cut-olf valve operatessuch that when the control reservoir pressure is being vented to brakepipe during release, as previously explained, the biasing spring 70moves downward to close the valve `63 to cut off the venting of controlreservoir at a predetermined safe pressure of control reservoir asregulated by adjustment of the biasing spring 70 such that a certainsuflcientpressure is maintained in the control reservoirs to provide abrake application should one be necessary before the brake system iscompletely recharged.

It can thus be seen that I have provided an improved combinedelectro-pneumatic brake control system for a brake equipment of the typeemploying a graduated application and release type brake controllingvalve. With kthis system it is possible to make an electro-pneumaticapplication simultaneously on each car, said application being graduatedin accordance to brake valve handle position and lapped #by use of themaster controller as in any common electro-pneumatic system, a pneumaticgraduated release as characterized by the controllingvalve operationwhen operating with the brake valve when the brake valve handle is movedtoward a running position, and a direct accelerated releasesimultaneously throughout each car of the train by use of theelectro-pneumatic operation in release position. I have further provideda safety cut-olf feature to limit the amount of reduction of controlreservoir pressure during electrically-controlled laccelerated releasesuch that an application may be made even after a complete directelectro-pneumatic release of the brakes.

, While I have illustrated and described but one embodiment of myinvention, lit is to be understood that this -embodiment is capable ofvariation and modification and `I therefore do not wish to be limited tothe precise details jset forth, but desire to avail myself with suchalterations as fall within the scope of the following claims.

Having now described the invention, what I claim as new anddes-ire tosecure .by Letters Patent is:

l. In a brake equipment for a .train of cars, in combination, a brakecylinder on each car, a brake pipe normally charged with fluid underpressure, a control reservoir on each car normally charged with fluidunder pressure equivalent to the normal pressure in the brake pipe, abrake controlling valve dev-ice of the graduated application andIgraduated releasevtype on each car sub- .ject opposingly to thepressures in the brake pipe and brake cylinder against `that in thecontrol reservoir, operable upon a reduction of brake pipe pressurebelow the control reservoir pressure to cause uid under pressure to besupplied to the brake cylinder to elfect a brake application of a degreeaccording to the differential between the brake pipe pressure and thecontrol reservoir pressure, and operable upon an increase in brake pipepressure after a brake pipe reduction to elfect a brake release of adegree according to the decrease in dilferential between the brake pipepressure and control reservoir pressure, and also operable during abrake application responsively to a decrease in control reservoirpressure resulting in reduction of the differential between the brakepipe pressure and the control reservoir pressure for effecting a ybrakerelease, rst electrically controlled valve means operable to effect aconcurrent reduction in brake pipe pressure locally on each car of thetrain to cause said brake controlling valve devices to effect a .brakeapplication, and second electrically controlled valve means operable toeffect release of control reservoir pressure during a brake appl-icationto cause said brake controlling valve devices to effect a prompt brakerelease `operation locally on each car of the train.

2. In a brake equipment for a train of cars, in combination, a brakecylinder on each car, a brake pipe normally charged with Huid underpressure, a control reservoiron each car normally charged with uid at aselected datum pressure equivalenttcr the normal ybrake pipe pres.-sure,` a brake controlling valve device ollt-lie` graduated release andgraduated application type on eacli cai subject opposingly to thepressures in the brake pipe and brake cylinder againstthat in thecontrol resservoir, operable upon4 a reductiony of Ibralre pipeYpressure below; the control reservoirV pressure to cause 'uid underIpressure to be supplied to the brake cylinder` toY eiiect abrakeapplication ofi a degree according to the pressure differentialacting'on said brake controlling valve, and' operable after a brake pipereduction upon an` increase i-nbrake pipe pressure to eiectf abra-kerelease of aA-degree. accordi'ng to'V the decrease in; pressuredilerential'- acting on said brake controlling valve, and also operableaftery aIl fbralce pipe reduction upon areduction' incontroli reservoirpressure resulting in a reduction of'l the pressure dilerential) onvsaid brake controllingl valve for eiecti'ng a-l brake release, firstelectricallyl controlled valve-meansfor elicoting'a reduction inbrakepipe pressure locally ons each: car of the train'to cause said brakeVcontrolling valve devices to eifectl a brake application; and a secondelectrically controlled valve means operable after a brakepipe-reduction to eiect a supply' of fluid under pressure from thecontrol reservoirs locally on each' car of the train to: the brake pipeto cause said brake controlling valve devices to el'ect an acceleratedbra-ke releaseoperation on each car of the train.

3. Ifn a brake equipment for a train of'cars, Iin com! binatiom a brakecylinder on .each car, a brake pipenormally charged wit-lr fluidunderpressure, a control' reser- VoironA eachcar normallycharged with fluidto a selected datum pressure equivalent to the normal brakel pipepressure, a brake controlling'valve deviceof the graduated applicationand graduated releaseA type on each carl sub ject opposingly toy thepressures' intl'lebrake pipe and -lral'sey cylinder against that inthecontrol reservoir, operable upon a reduction of bra-ke pipe pressurebelow said control reservoir pressure to cause uidf under pressure to besupplied to the brake cylinder to effectV a brake application of* aVdegree' accor-ding' to the differential between the brake-pipe pressureand the control reservoir pressure and; operable upon an. increase inbrake pipe pressure after saidv reduction toelect abrake release ofadegreeaccording tothe decrease indiierential' between the brake pipepressure and tlie'control reservoir pressure, and-alsof operable duringa brake application responsively toa ydecrease in control reservoirpressure resulting in reduction of the diierentialfbetween'thebrakepipepres.- sure and the controljreservoir-l pressurefor etiecting abrakerelease, an equalizing reservoir normally charged with fluidunder'pressure equivalent to the normal brake pipe pressure, firstmagnet valve means onl eachcar of the train for concurrently controllingthe reduction of 'brake pipe pressure throughout the train to cause saidbrake controlling va-lve devices to-efiect a brake applica: tion,lmaster switch meansoperative responsivel-y to reduc.- tion-inequalizi-ng reservoir pressure-'below the brakepi'pe pressure forelectrically controlling said first magnet valve means throughout thetrain, -second magnet valve means on each car of the train forcontrolling said decrease in control reservoir pressure, and brake valvemeans operablein one positionto control said second magnet valve meansto effect said decrease infcontrol reservoir pressure dur-ing a brakeapplication to causesaid brake controlling valve devices to effect aprompt lbrake releaseoperation locally on eachcar of the train.

4. IfnA a brake equipment for a train ofcars, in combination, albrakecylinder on each car, abrake pipe normally charged withuid underpressure, a control 'reservoir on each car normally charged with'uidunder pressure equivalent to the normal 'brake pipe pressure, a

YIbrake controlling val-ve device-'ofthe graduated appl-icati'on andgraduated-release type on eachcar subiect o'pposingly` tothelpressuresinthe `brake pipe and brake bcylinderagainstl that in thecontrolv reservoir, and operaisee-,ori

able, upon a, reduction of brake pipe pressure below the controlvreservoir1 pressure to cause fluid underv pressure .tQfbe suppliedvtosaid* brake cylinder to effect a brake application ofi a, degreeaccording -tothe differential between the brakepipepressure andthecontrol reservoir pressure, andl operable afterbrake pipe-reductionupon an increase in brake pipe pressure to effect abrake release offaidegree according tothe decrease in dilerential between the brake pipepressure and the controlY reser wf'oirpressure, andf also operableduring a brake applica tion responsively? topa decrease- -incontrolreservoir pres sure resultingin reduction of the differential betweenthe brake pipe prsure'and thecontrol reservoir pressure for eie'ctingaAbrake release, a 'rst electric circuit means, second electric circuitmeans, rst electrically controlled valvemeans' on eaehcar operableresponsiyelly to enen gization of said'- first electric` circuit meansto -ci'ectl a conciurenty reduction in :brak-e pipe pressure locally oneachcar of the trainto cause said brake cont-rollingvalve devicestoreiliectV a brakel application, and' second electrically-controlledval-vemeans on each-'car operable responsi'vely to ener-gizati'on` ofsaid secondV electric circuit means to` supply control? reservoirpressure to saidf brake pipe to eiiecta concurrent increasel in brakepipe` pressure locally on' each car ofthe tra-in. duringa brakeapplicationto cause saidjbrake controlling valve devices v.toelect aprompt brake release operation locally/on cachear of the train.

In ay .brake equipment for a trai-n of cars, in corn-binati'cn,abrakecylinder on each car, a 4brake pipenormally charged -witllrfuidfunder pressure, a control reservoir on' each cai-l normally chargedWitl'ruidc under pressure equivalentY to4`v the normal `brake pipepressure, afbrake controllingl valve device of' the graduatedapplication and graduatedv release type on each car subject opposinglytothepressures vin4 the brake pipe and bra-ke' cylinder against thatinthe-control reservoir, andi operableupon a reduction ofi brake pipepressure =beloW the control reservoir pressure to cause 'uid' underpressure to be supplied1 tosaidbralte-cylinder` to elect a brakeapplicationof" a degreea'ccordingto the differential: 'between the brakepipe pressureandi the control reservoir pressure, and operable after:abrake pipey reduction upon an increase i'n brake pipe pressure toeiectV a brake release of a degree according tothedecrease'indilferential between `thesbra-lce'pipe pressure andthecontrolfreservoir pressure, andi also. operable duringabra-keapplication'y responsiuel-y to al decreasev inA cont-rollreservoir pressure resulting in reduction of' the dii'erentiall-.betweenthe brake pipe pressure andE the control reservoir pressure forveiifecting-f a brake release, electric circuit means, abra-lee valvemeans operableby movement of a brakevalvehandletolvarious positions tocontrol charging of saidi brake pipe with; uid underl pressure; switchfmeans controlled by sa-id brake valve. in one positiontoeffectenergization-of :said'electric circuit mea-netto cause supply or controlreservoiry pressure. to the lbrake pipeto eiect afconcurrent increase inbrake pipe pressure. locally on eachf, car or' the train during a brakeapplication to cause said-brakecontrolling valve; devices-r to-fetect: aprompt ybra-ke release operation locally on. each: carl or` thetrain.

6v.. Inl abrakevequipmentcfor. a train of cars, inicombinatiom.a.bralce.=cylinderon; each canna brake pipe normallychargedwilthi fluid under pressure, a control-l reservoironeachcarnormally'charged with fluid-fundenpres` sure equivalent: to; theznormalbrake pipe. pressure, a brake controlling valve. device of' thegraduatedv applicationv and vdegree according` to tlaediiferential:betweentliebrake pipepressure andi-the" vcont-rol reservoir: pressure',and

operable after a brake pipe reduction upon an increase in brake pipepressure to effect a brake release of a degree according to the decrease`in differential between the brake pipe pressure and the controlreservoir pressure, and also operable during a brake applicationresponsively to a decrease in control reservoir pressure resulting inreduction of the differential between the brake pipe pressure and thecontrol reservoir pressure for effecting a brake release, a firstelectric circuit means, second electric circuit means, brake valve meansoperable by movement of a brake valve handle to various positions tocontrol charging and venting of said brake pipe, first switch meanscontrolled by said brake valve in an application position to effectenergization of said first circuit means, second switch means controlledby said brake valve in a full release position to effect energization ofsaid second circuit means, first electrically controlled valve means oneach car operable responsively to energization of said first electriccircuit means to effect a concurrent reduction in brake pipe pressurelocally on each car of a train to cause said brake controlling valvedevices to effect a brake application, second electrically controlledvalve means on each car operable responsively to energization of saidsecond electric circuit means to supply control reservoir pressure tothe brake pipe to effect a concurrent increase in .brake pipe pressurelocally on each car of a train during a brake application to cause saidbrake controlling valve devices to effect a prompt brake releaseoperation locally on each car of the train.

7. In a brake equipment for a train of cars, in combination, a brakecylinder in each car, a brake pipe normally charged with uid underpressure, a control reservoir on each car normally charged with uidunder pressure equivalent to the normal brake pipe pressure, a brakecontrolling valve device of the graduated application and graduatedrelease type on each car subject opposingly to the pressures in thebrake pipe and brake cylinder against that in the control reservoir, andoperable upon a reduction of brake pipe pressure below the controlreservoir pressure to cause fluid under pressure to be supplied to saidbrake cylinder to effect a brake application of a degree according tothe differential between the brake pipe pressure and the controlreservoir pressure, and operable after a brake pipe reduction upon anincrease in brake pipe pressure to effect a brake release of a degreeaccording to the decrease in differential between the brake pipepressure and the control reservoir pressure, and also operable during abrake application responsively to a decrease in control reservoirpressure resulting in reduction of the differential between the brakepipe pressure and the control reservoir pressure foreffecting a brakerelease, a first electric circuit means, '.a second electric circuitmeans, brake valve means op- `erable by movement of a brake valve handleto first 4and second positions to control charging and venting of 4saidbrake pipe, master switch means adapted to be closed rwhen said brakevalve handle is in said first position, application switch meanscontrolled by said :brakevvalve handle in said first position to operatecooperatively with said master switch means in said closed positiontoeffect energization of said first circuit means,

-release switch means controlled by said brake valve handle firstelectric circuit means to effect a concurrent reduction in brake pipepressure locally on each car ofa `train, and second electricallycontrolled valve means on each car operable responsively to energizationof said vsecond electric circuit means to supply control reservoirpressure to the brake pipe to effect a concurrent increase .in brakepipe pressure locally on each car of a train to cause operation of saidbrake controlling valve devices to effect acceleration of the brakerelease operation.

- 8. .InA a brake equipmentfor a train of cars, in combinati, a brakecylinder on each car, a brake pipe normally charged with fluid underpressure, a control reservoir on each car normally charged with fiuid toa selected datum pressure equivalent to the normal brake pipe pressure,a brake controlling device of the graduated application and graduatedrelease type on each car subject opposingly to the pressures in thebrake pipe and brake cylinder against that in the control reservoir,operable upon a reduction of brake pipe pressure below the fluidpressure in the control reservoir to cause fluid under pressure to besupplied to said brake cylinder to effect a brake application of adegree according to the differential between the brake pipe pressure andthe control reservoir pressure and operable upon a subsequent increasein brake pipe pressure to effect a brake release of a degree accordingto the decrease in differential between the brakeY pipe pressure and thecontrol reservoir pressure, and also operable during a brake applicationlresponsively to a decrease in control reservoir pressure resulting inreduction of the differential between the brake pipe pressure and thecontrol reservoir pressure for effecting a ,brakel release, first magnetvalve means on each car operative to cause a reduction of brake pipepressure `second magnet valve means on each car operative Vto cause `areduction in control reservoir pressure, cut-off'valve means on each carresponsive to reduction of control reservoir pressure below a certainvalue to render said second magnet valve means thereafterineffective torelease fluid under pressure from the control reservoir, and brake valvemeans eective in one position to cause operation of said first magnetvalve means, and effective in a second position to cause operation ofsaid second magnet valve means, and effective in another position toVcause an increase in brake pipe pressure pneumatically.

9. In abrake equipment for a train of cars, in combination, a brakecylinder on each car, a brake pipe normally charged with fluid underpressure, a control reservoir oneach car charged with fluid underpressure to a datum pressure equiv-alent to the normal brake pipepressure, a brake controlling valve device of the graduated applicationand graduated release type on each car subject opposingly to thepressures in the brake pipe and brake cylinder against that in thecontrol reservoir, operable upon a reduction of brake pipe pressurebelow the pressure of the control reservoir to cause fluid underpressure to be supplied to said brake cylinder to effect a brakeapplication of a degree according to the differ@ ential between thebrake pipe pressure and the control reservoir pressure, andr operableupon a subsequent increase in brake pipe pressure to effect a brakerelease of a. degree according to the decrease in differential betweenthe brake pipe pressure' and the control reservoir pressure, and alsooperable `during a brake application responsively to a decrease incontrol reservoir pressure resulting in reduction of the differentialbetween the brake pipe pressure and the control reservoir pressure foreffecting a brake release, an equalizing reservoir normally charged withfluid under pressure equivalent to the normal lbrake pipe pressure,first magnet valve means on each `car 'operative upon energization toeffect a reduc- `tion in brake pipe pressure to cause said brakecontrolling valve devices to effect locally on each car a brakeapplication of a degree according to the differential between the brakepipe pressure and the control reservoir pressure, master switch meanssubject in opposing rela- .tionto the forces exerted by the pressure inthe equalizing reservoir and by the pressure in the brake pipe andoperative responsively to a reduction in equalizing reservoir pressurebelow the brake pipe pressure for energizing ysaid first magnet valvemeans, second magnet valve means von each car operable upon energizationto vent fluid under pressure from said control reservoirs to ac-.celerate operation of the ,brake controlling valve devices to effectthe brake release on each car, brake, valve means accaparoperative-inone posit-ion to reduce:n equa-lizing reservoirpressure -andl brakepipepressure-toeiect operation .off saidl' master switchVv means,operativein a'. second position to `increase brake-pipe pressure toeiectvatgraduatedfpneuf. matic brake'release,vandfoperative-in--anotherposition to, effect energization of saidsecondmagnet-valve meanszand'- recharging ofthe-brake pipe;

10, In abrake equipment for a-train: offc-ars, in com? bination, abrakeycylinderl on-4 each car, a braise.4 pipe normallycharged withfluidunder.4 pressure, ai control'. reservoir oneach carnormally-chargedfwith uidiunden pressureto a degree-equalto-norma-lfull;A charge-valueof" brake pipe pressure, a brake'- controlling valveIdevice ot" the graduatedr application=and graduated-release typeoneachcar subject opposinglyv to the;V pressures in: the brakepipe-andbrake cylinder'against-that-in -the controly reservoir, operative-inresponse-to areductionin brake pipe-pressure belowcontrolreservoirpressvure tocause` iluidI under pressure toAbefsupplied-tosaidfbrakecylinder to cause abrake application of-y adegree-accordingito-` the differential betweenl thev brake pipepressureand the control reservoir pressure,and!responsive-toa-subsequent increase in brake pipeI pressure to causeabrakey release of a degree according-to the decrease-in-ditierential'-between the brake pipe pressure and-the control'freservoir pressure,and also operable during a brake application responsivelyto adecrease'in-V controli reservoir pressure resultingVin-reduction offthediierentialfbetween the-brake pipe pressure andthe control'reservoir-` pressuresfor: ef fecti'ngl anaccelerated brake release,first electrically controlled means; on each car operative whenenergizedto cause a reductionV of'uid' pressure-in -said brake pipe-to eiect' abrake application, secondi electrically controlled means on eachcarVoperative-when energized tocause a reduction in control reservoirpressure to accelerate operation of the brakecontrolli-ng-i valvedevice-to eect a brake release, equalizing reservoir means normallycharged withfluid under pressure to the norma-l full charge value ofbrake-pipepressure, master switclrmea-ns subject in opposing relation tothe forces exerted by the equalzingreservoir pressure and by thepressure of uid in the brake pipe and operative-to a closed position-inresponse to ai reduction-4 in equal'iz'ingreservoirI pressure belowbrake pipe pressure, brake valve-andi switch means havingasimultaneously operative val-ve portion and switch portion, saidbrake'valve-and* switch means-being operati-ve in one positionsuch thatsaidf val-ve portion elects charging of said bra-ke pipe andYof'saidequalizing reservoir, said brake valve and switch meansbeingoperative in asecond position such-that said valve portion eiectsareduction in equalizing reservoirv pressure and said switch portion incooperation withl said-master'switch means in its closed positionelects-ener-gizationor said firstl electrically controlled means, said'valve portion beingf operative while the brake valve and switch -meansismaintained in its said second position after brake-pipe pressure hasbeen reduced to avalue substantially: equal to equalizing reservoirpressure to electyterrr-iinationof said reduction of equalizi-ngreservoir-pressure to cause opera-tionA of said master switch means ,totits openposition to effect deenergi-zationy of said-first electricallycontrolled' means, and said brake-valve and switchJ means beingoperative in a third-position such` that suchv said valve portioneffects recharge of'saidf brake pipe and of said equalizing reservoirand' said switch portion eiects energization of said second electricallycontrolled! means to cause areduction of said control reservoir pressureresulting in said accelerated operation ofthebrake controlling/valvedevices to effect a prompt brake release.

ll. r1=`he combination as Set forth in claim l-0including a cut-olfvalve means on each car operable-in response to a predetermined lowiluidlpressure in said control reservoirsto render said secondelectrically controlled means i-nelective to elect' a further reductionof" controlreservoir'pressure. Y

12,. Infra brake-.eqLpment-iforf af tra-iaf QMS, inrcoipf binationaubrakecylinder ongeach car,- arbralgeapipenorf mal-ly. charged witlrfluidunderpressure; a Qontrol; reser- Voir 'ont eaclrcari-I10rmally5-icharglpwitha llllfl pres: sureV to. a. degree equal to.normal; full; charge; value2. Qi braise-pipe pressuraa, brakecontrolling-valve device of the graduated: application andI Vgraduatedrelease type,` on eachf cari-subject opposingly to ,the pressures-inthebrakefpipeandtbrake cylinder against vthat injthe control resenv-oir,oper-able in, response tot a reduction-Y imbrakerpipe' pressure belowcontrolA reservoir pressure to cause ud under pressure to be supplied tosaidibralse; cylinder-to cause a brake application-'of a, degree.-according. trs-.the dilerentiali between the. brake pipe. jnessme,` and;thei con: trol' reservoirpressure, andi responsixie.-y to. ai subsequentincrease in brake pipepressure tot-cause.; a. brake release of'a. degreeaccording to the. decrease in. diierential be: tween the brake pipepressure and the; controla reservoir pressure, andi also operable.duringa; brake application responsivelyto. a decreaseincon-trollreservoir: pressure resulting-inreductionv ofthe-,dierenti-al:between-thebrake pipe. pressure -and'f thecontroltreservoir pressure `for-effectinganaccelerated brake release,iirstA magnetl valvemeans on eachrcaroperative-when energized'l to.cause-a local7 reduction of-fluid under pressurein:saidi-brake-pipe--toeifect abrake application orv adegreeaccordi'ngtothe difieren tial-'between--the brake pipepressure andithe control'-reser voir pressure, second magnet `valve means on eachv car operativewhen-energized to. cause av release `of-luid under pressure from thecontrol reservoir-'on the same car into the brakepipe to accelerateoperation ot`V the brake-con trolling valvedevices -toeffectL a brakerelease, cut-off valve means on eachcar operative inresponse -tofapredetermined low pressure in the con-trolreservoir on the same car-torender saidsecond magnet valve means ineectivetoeffect fur-therrelease-of; -uidund'erpres sure from thev controli reservoir,equalizingreservoir means normally charged with-fluid under-pressure-tothe normal full charge value-of brake-pipe pressure, master switch meanssubjectin-- opposing relation to the forces exertedby the equalizi-n-grservoir pressure and by: the pressure of fluid in the brakepipe andoperative to a closedposition in response to a reduction inequalizingreservoir pressure below brake pipe-pressure andi operative toan'-openposition in response to-consequentreduc tion-in brake-pipe pressureto-substantiallly-equal value as the equ-alizing-v reservoir pressure,brake-valve and? switch means-having a simultaneously operativevvalve-portion and switch portion, said'- brake-valve andv switch meansbeingoperative in one position such .that said! valve p01',- tion eectschargingoii said brake. pipe andi'off said equalizing reservoir, said.brake valveand switch means beingoperative by movement or a brake valve.handle from said one-position-to-a second position-such that` said valveportion effectsa reduction or equalizinggreservoir pressure anamountaccording toJthe degree or movement of said' 'brake valve handle, andsaidfswitch-` portion' in cooperation with said master switch-means,v initsV closed position electsenergization offsaidfirst magnet valve means,said-valveportion being operative:whilesaidfbrake valve!handleismaintainedI iii.= said second position-ater brake pipe pressurehas, been; reduced-to a value substantial-ly.v equal toequalizingreservoirpres'sure to-letect termination of said reduction otvbrake pipe pressure tocause operation of' said' master switchmeans to`its open position tol effect deenergization-of saidfrst--magnet valvemeans and to effect alappedv condi-tion off the brakes, said brake valveandf sav-itch means beingfoperative bymovement of said brake val-vehandle from saidv second' position towardsaidI one positionsuch-thatsaid valve portion effects recharging-y oi' said brake pipe andl of saidequalizing reservoiran amount# according to the degree of? said nmovement: or said brake valve handle to cause al graduated release orfthe brakes, and said switch portion is` effective tofmaintainsaid-rstmagnet valve means deenergized, said brake valve and switch means beingoperable in said one position consequent to being in said secondposition to fully recharge said brake pipe and said equalizing reservoirto cause a normal full brake release, and said lbrake valve and switchmeans being operative in a Ithird position such 'that said valve portioneffects full recharge of said brake pipe and said equalizing reservoirand said switch portion eects energization of said second magnet valvemeans to cause said release of control reservoir pressure tto brake pipeto accelerate operation of said brake controlling devices to cause anaccelerated full release of the brakes.

References Cited in the file of this patent UNITED STATES PATENTS TurnerMay 23, 1916 Sloan et a1. Oot. 22, 1918 Turner Sept. 16, 1919 McAvoyJan. 16, 1923 Nicholson May 5, 1936 Fitch Aug. 22, 1939

